JP2012188287A - Car frame of elevator - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a car frame of an elevator which can prevent the deformation of a longitudinal beam flange on the upper side which results from the load of a cage without increasing a plate thickness while reducing manufacturing cost, easily coping with a design change of a vibration-isolating member and reducing weight.SOLUTION: A horizontal beam 13 has a web 14, a pair of flanges 15 bent at right angles to the same sides from both lateral ends of the web 14, and a second turned portion 17 bent from an end of the web 14 to face the web 14. An end of the horizontal beam 13 is inserted into an opening of a longitudinal beam 10, and the second turned portion 17 is arranged at a position immediately below a rubber vibration isolator 3 so as to face the web 14 in the longitudinal direction of the longitudinal beam 10 and to be orthogonal to the inner surfaces of flanges 12.

Description

  The present invention relates to a car frame that supports an elevator car.

  In a conventional elevator, a car and a counterweight having a weight corresponding to the weight of the car are suspended on a main rope for hoisting and arranged in a hoistway so that the hoistway can be raised and lowered. The passenger car includes a car room and a car frame that supports the car room. The car room is supported by the car frame via a vibration isolating member disposed in the lower part of the car floor, and the load of the car room is concentrated on the vibration isolating member mounting position of the car frame. Therefore, it is necessary to increase the rigidity of the car frame at the vibration isolator mounting position by increasing the plate thickness or welding a separately prepared reinforcing member, increasing the weight of the car frame or increasing the number of parts. However, there was a problem of increasing the cost.

  In view of such a situation, the web portion and the flange portion formed by bending from both ends of the web portion to the same side are configured in a U-shaped cross section, and at least at one place in the longitudinal direction, the entire width of the web portion is set. A projecting convex part is formed by plastically deforming a part extending across and a part of both flange parts connected to the part so as to partly project into a space in the opening direction having a U-shaped cross section. And the channel member of the cage frame which raised the rigidity with respect to the bending of the flange part in a cross section is proposed (for example, refer patent document 1).

  And in this patent document 1, after setting a wedge part and a flange part so that it may contact with a core type | mold, a web part restraining jig and a flange part restraining jig are overhang | projected in the length direction of the formation area of a convex part. Place the web part and the flange part between the web part restraining jig and the flange part restraining jig and the core mold to deform the web part and the flange part in the thickness direction. In a restrained state, the projecting portion forming jig was pushed in from the upper surface of the wedge portion in the opening direction to form an overhanging projecting portion.

JP 2008-8108 A

  In Patent Document 1, an overhanging convex portion that matches the shape of the vibration isolating member is formed at the vibration isolating member mounting position of the car frame, and the rigidity against bending of the flange portion is increased. If it changes, it will be necessary to recreate the car frame. And the overhanging convex part is formed by pushing the convex part forming jig from the upper surface of the wedge part in the opening direction while constraining deformation of the web part and flange part in the plate thickness direction, so a special pressing process is required Thus, there is a problem that the cost is increased and the design change of the vibration isolation member cannot be easily handled.

  The present invention has been made to solve such a problem, and inserts a pair of front and rear beams by inserting both ends of a horizontal beam into a position directly below a vibration isolation member installation region in an opening of the pair of front and rear beams. It is possible to suppress the deformation of the upper front and rear beam flanges due to the load of the cab without increasing the plate thickness by devising the shape of both ends of the cross beam and making the structure to be connected, and reducing the manufacturing cost. An object of the present invention is to obtain an elevator car frame that can be reduced, can easily cope with a design change of a vibration isolation member, and can be reduced in weight.

  The elevator car frame according to the present invention includes a lower frame that supports the load of the car room via a vibration isolating member, an upper frame disposed on an upper part of the ceiling of the car room, and upright sides of the car room. And a vertical frame connecting the lower frame and the upper frame. Each of the lower frames is made of channel steel having a web part for front and rear beams, and a pair of front and rear beam flange parts formed by bending the web parts for the front and rear beams at right angles from both ends in the width direction. And a pair of front and rear beams arranged in parallel to each other so as to face the opening side, spaced apart in the width direction of the cage, and the vibration isolating member is installed on the outer surface of the upper front and rear beam flange portion, Each of the cross beam is formed of a cross-section steel having a cross beam and a pair of cross beam flange portions formed at right angles from both ends of the cross beam in the width direction to the same side. And a transverse beam that is inserted immediately below the vibration isolation member installation region in the opening of the front and rear beams and connects between the pair of front and rear beams. Both end portions of the transverse beam inserted into the opening of the front and rear beams have a height that matches the distance between the inner surfaces of the pair of front and rear beam flange portions, and the length of the front and rear beams is reduced. It is configured so as to substantially overlap the entire area of the vibration member installation area, and the reinforcing portion is bent from both ends in the length direction of the web portion for the transverse beam or from the ends of both ends in the length direction of the flange portion for the transverse beam. And is disposed at a position directly below the vibration isolation member installation region in the opening of the front and rear beams so as to be orthogonal to the inner surface of the flange portion for the front and rear beams.

According to the present invention, both end portions of the transverse beam inserted into the opening of the front and rear beams have a height that matches the distance between the inner surfaces of the pair of front and rear beam flange portions, and the length direction of the front and rear beams, It is comprised so that it may overlap with the whole area | region of an anti-vibration member installation area | region. Further, the reinforcing portion is formed by bending from both ends in the length direction of the web portion for the cross beam or from the ends of both ends in the length direction of the flange portion for the cross beam, and the vibration isolator installation region in the opening of the front and rear beams Is disposed so as to be orthogonal to the inner surface of the flange portion for the front and rear beams.
Therefore, since the rigidity against bending of the upper front and rear beam flanges at a position directly below the vibration isolation member installation area is substantially increased, the upper front and rear beams due to the load of the cab can be increased without increasing the plate thickness. The deformation of the flange portion can be suppressed, the manufacturing cost can be reduced, and the weight can be reduced. In addition, even if the installation area of the anti-vibration member changes, it can be dealt with by changing the insertion position of the end of the transverse beam into the opening of the front and rear beams according to the installation area of the anti-vibration member. Can be easily handled.

It is a perspective view which shows typically the structure of the elevator car which concerns on Embodiment 1 of this invention. It is a principal part perspective view explaining the cab interior support structure in the elevator car frame which concerns on Embodiment 1 of this invention. It is a principal part perspective view which shows the structure of the cross beam in the elevator car frame which concerns on Embodiment 1 of this invention. It is a principal part perspective view explaining the cab interior support structure in the elevator car frame which concerns on Embodiment 2 of this invention. It is a principal part perspective view which shows the structure of the cross beam in the cage frame of the elevator which concerns on Embodiment 2 of this invention. It is a principal part perspective view explaining the cab room support structure in the cage | basket | car frame of the elevator which concerns on Embodiment 3 of this invention. It is a principal part perspective view which shows the structure of the cross beam in the elevator car frame which concerns on Embodiment 3 of this invention. It is a principal part perspective view explaining the cab room support structure in the cage | basket | car frame of the elevator which concerns on Embodiment 4 of this invention. It is a principal part perspective view which shows the structure of the cross beam in the elevator car frame which concerns on Embodiment 4 of this invention. It is a principal part perspective view explaining the cage | basket | chamber support structure in the elevator car frame which concerns on Embodiment 5 of this invention. It is a principal part perspective view which shows the structure of the cross beam in the elevator car frame which concerns on Embodiment 5 of this invention. It is a principal part perspective view explaining the cab room support structure in the cage of the elevator which concerns on Embodiment 6 of this invention. It is a principal part perspective view which shows the structure of the cross beam in the elevator car frame which concerns on Embodiment 6 of this invention. It is a principal part perspective view which shows the structure of the cross beam in the elevator car frame which concerns on Embodiment 7 of this invention.

  Hereinafter, preferred embodiments of an elevator car frame according to the present invention will be described with reference to the drawings.

Embodiment 1 FIG.
FIG. 1 is a perspective view schematically showing the configuration of an elevator car according to Embodiment 1 of the present invention, and FIG. 2 explains a cab support structure in an elevator car frame according to Embodiment 1 of the present invention. FIG. 3 is a perspective view showing a main part of the structure of the cross beam in the elevator car frame according to the first embodiment of the present invention.

  In FIG. 1, a car 1 includes a car room 2 and a car frame 4 that supports the car room 2. The car frame 4 is disposed directly below the car floor of the car room 2 via a vibration isolating rubber 3 as a vibration isolating member, and supports a lower frame 5 that supports the load of the car room 2 and a ceiling of the car room 2. The upper frame 6 disposed in the upper part, the vertical frame 7 which is disposed upright on both sides of the cab 2 and connects the lower frame 5 and the upper frame 6, and the load deviates from the center every time the cargo is handled. A brace 8 that suppresses the resulting inclination of the lower frame 5 is provided.

  Although not shown in the drawing, the car 1 configured in this way is suspended by a main rope for hoisting together with a counterweight having a weight corresponding to the weight of the car 1 so that it can be moved up and down in the hoistway. Established.

  Next, the structure of the lower frame 5 of the car frame 4 that supports the entire load of the car room 2 will be described with reference to FIGS. 2 and 3.

  The lower frame 5 is separated by a predetermined distance in the width direction of the car room 2 and is arranged in parallel to each other and extends in the depth direction, and the vibration isolation member attached to the end side of the pair of front and rear beams 10 And a pair of horizontal beams 13 that connect the parts, and is configured in a rectangular frame shape.

The front and rear beams 10 are made of channel steel that is formed by bending a steel plate into a U-shaped cross section, and is formed by bending the web portion 11 and the web portion 11 at right angles from both ends in the width direction to the same side. And a pair of flange portions 12.
The cross beam 13 includes a web portion 14, a pair of flange portions 15 formed at right angles from both ends in the width direction of the web portion 14, and a right angle from both ends in the length direction of the web portion 14 to the same side. A pair of first folded portions 16 as a reinforcing portion that is formed by bending and is disposed so as to sandwich the pair of flange portions 15 in the length direction, and bends at right angles from the tips of the pair of first folded portions 16 to the same side. And a pair of second folded portions 17 as reinforcing portions disposed so as to be opposed to the web portion 14 at a predetermined distance from the tips of the pair of flange portions 15. In addition, the cross beam 13 is configured by bending an end portion side of a grooved steel produced by bending a steel plate into a U-shaped cross section.

Here, the dimensional relationship among the anti-vibration rubber 3, the front and rear beams 10, and the cross beam 13 will be described.
The anti-vibration rubber 3 is formed in a rectangular parallelepiped having a width, a length W1, and a predetermined thickness that substantially match the width D1 of the flange portion 12 of the front and rear beams 10. The front and rear beams 10 have a length that is substantially equal to the length in the depth direction of the car room 2, and the lateral beams 13 have a length slightly shorter than the length in the width direction of the car room 2. The distance between the outer surfaces of the pair of flange portions 15 (height of the horizontal beam 13), that is, the height H2 of the first folded portion 16 and the second folded portion 17, is the distance H1 between the inner surfaces of the pair of flange portions 12. It is almost coincident. A length W2 between the outer surface of the web portion 14 and the outer surface of the second folded portion 17 is substantially the same as the length W1 of the anti-vibration rubber 3. The width D2 of the second folded portion 17 is slightly shorter than the width D1 of the flange portion 12.

  To assemble the lower frame 5, first, a pair of front and rear beams 10 are arranged parallel to each other at a distance approximately equal to the width of the car room 2 with the opening side having a U-shaped cross section facing each other. Next, a pair of transverse beams 13 are arranged in parallel to each other with both end portions thereof inserted into the end portions in the longitudinal direction of the front and rear beams 10 and facing the opening side having a U-shaped cross section. At this time, the front end surface of the second folded portion 17 is substantially flush with the front end surfaces of the pair of flange portions 12. And the flange part 12 and the flange part 15 are joined by welding, a bolt, etc., and the lower frame 5 is assembled. The anti-vibration rubber 3 is attached to the outer surface of the upper flange portion 12 so as to be located on the intersection between the front and rear beams 10 and the cross beam 13.

In the lower frame 5 configured in this manner, the load of the cab 2 is applied to the front and rear beams 10 via the vibration isolating rubber 3, and the upper flange portion with the connecting portion between the upper flange portion 12 and the web portion 11 as a fulcrum. It acts to deform the upper flange portion 12 so that the tip end side of 12 sinks downward.
Here, when the first and second folded portions 16 and 17 are not provided, the upper flange portion 12 is deformed between the web portion 14 inserted between the pair of flange portions 12 and the pair of flange portions 15. I can receive it. And since the web part 14 is inserted between the edge parts of the length direction of a pair of flange parts 12 so that it may orthogonally cross to the inner surface of the flange part 12, the displacement which the front end side of the upper flange part 12 sinks below is carried out. The web portion 14 receives the deformation of the upper flange portion 12 in FIG. However, since the flange portion 15 is cantilevered, deformation of the upper flange portion 12 in FIG. 2B is inevitable.

  In the lower frame 5, the first folded portion 16 is inserted between the pair of flange portions 12 so as to be separated from and parallel to the web portion 11, so that the fulcrum for deforming the upper flange portion 12 is The connecting portion between the flange portion 12 and the web portion 11 moves to the intersection between the upper flange portion 12 and the first folded portion 16. As a result, the distance from the fulcrum that deforms the upper flange portion 12 to the tip of the flange portion 12 is shortened, and the rigidity of the upper flange portion 12 against bending that sinks the tip end side of the upper flange portion 12 downward is increased. . Further, the second folded portion 17 is inserted so as to be orthogonal to the inner surface of the flange portion 12 along the inner edge portion in the longitudinal direction of the front and rear beams 10 in the installation region of the anti-vibration rubber 3 between the pair of flange portions 12. Therefore, the displacement in which the tip end side of the upper flange portion 12 sinks downward is received by the second folded portion 17, and the deformation of the upper flange portion 12 in B in FIG. 2 is prevented.

Thus, according to the first embodiment, the flange portion 12 on the upper side of the front and rear beams 10 in the installation region of the antivibration rubber 3 is obtained without increasing the plate thickness of the steel plates that are the materials of the front and rear beams 10 and the lateral beams 13. Can be suppressed. Therefore, it is possible to suppress the thickening of the steel plates, which are the materials of the front and rear beams 10 and 13, and the bending of the front and rear beams 10 and 13 is facilitated, thereby reducing the cost. Further, the front and rear beams 10 and the lateral beams 13 can be reduced in weight, that is, the car frame 4 can be reduced in weight.
Since the second folded portion 17 that suppresses the deformation of the upper flange portion 12 is formed integrally with the cross beam 13 and can be easily manufactured, it is possible to easily cope with a design change of the vibration isolating rubber 3.

The cross beam 13 can be produced by bending a steel plate punched into a shape in which the web portion 14, the pair of flange portions 15, the first folded portion 16, and the second folded portion 17 are developed on a plane. Therefore, no special device is required, and the cross beam 13 can be manufactured at low cost. Further, since the first and second folded portions 16 and 17 functioning as the reinforcing member can be integrally formed in the process of manufacturing the cross beam 13, it is not necessary to separately manufacture the reinforcing member, and an additional assembly process such as welding of the reinforcing member is performed. And the assemblability of the lower frame 5 is improved.
Moreover, when the weight of the cab 2 is very heavy, it is necessary to increase the plate thickness. However, the method of forming the protruding convex portion by pushing the convex forming jig in the opening direction from the upper surface of the wedge portion as in Patent Document 1 cannot cope with the case where the plate thickness is increased. In the first embodiment, since a steel plate punched into a shape in which the cross beam 13 is developed on a plane can be bent and manufactured, it can sufficiently cope with a case where the plate thickness is increased.

  In the first embodiment, the end of the horizontal beam inserted into the front and rear beams is such that only the flange portion is joined to the flange portion of the front and rear beam, but not only the flange portion but also the first and second folded portions. The part may also be joined to the flange part of the front and rear beams by welding or bolts.

Embodiment 2. FIG.
4 is a perspective view of a main part for explaining a cab support structure in an elevator car frame according to Embodiment 2 of the present invention, and FIG. 5 is a cross-sectional view of the structure of a transverse beam in the elevator car frame according to Embodiment 2 of the present invention. It is a principal part perspective view shown.

4 and 5, the first folded portion 16 is formed to have the same length as the width of the flange portion 15. The horizontal beam 13 </ b> A is configured by welding the first folded portion 16 and the second folded portion 17 to both flange portions 15.
The pair of horizontal beams 13A configured as described above are arranged in parallel to each other with both end portions thereof being inserted into the end portions in the longitudinal direction of the front and rear beams 10 and facing the opening side having a U-shaped cross section. At this time, the front end surface of the second folded portion 17 is substantially flush with the front end surfaces of the pair of flange portions 12. And the flange part 12 and the flange part 15 are joined by welding, a bolt, etc., and the lower frame 5A is assembled.
Other configurations are the same as those in the first embodiment.

In the second embodiment, the second folded portion 17 of the horizontal beam 13A is disposed at a position that is perpendicular to the inner surface of the flange portion 12 and directly below the installation region of the antivibration rubber 3 in the opening of the front and rear beams 10. The displacement at which the front end side of the upper flange portion 12 sinks downward is received on the front end side of the web portion 14 and the first folded portion 16.
Therefore, also in the second embodiment, the same effect as in the first embodiment can be obtained.
According to the second embodiment, since both end portions of the cross beam 13A have a closed cross section, resistance to lateral load, torsion, or bending at both end portions of the cross beam 13A is increased, and the front and rear beams 10 and 13A are increased. The deformation of the upper flange portion 12 of the front and rear beams 10 in the installation region of the anti-vibration rubber 3 can be suppressed without increasing the thickness of the steel plate that is the material of the above.

Embodiment 3 FIG.
FIG. 6 is a perspective view of a main part for explaining a car room support structure in an elevator car frame according to Embodiment 3 of the present invention, and FIG. 7 shows a configuration of a transverse beam in the elevator car frame according to Embodiment 3 of the present invention. It is a principal part perspective view shown.

6 and 7, the first folded portion 16 is formed by being bent at an angle larger than 90 degrees with respect to the web portion 14 from both ends in the length direction of the web portion 14.
The pair of horizontal beams 13B configured as described above are arranged in parallel to each other with both end portions thereof inserted into the end portions in the length direction of the front and rear beams 10 and facing the opening side having a U-shaped cross section. At this time, the front end of the first folded portion 16 is positioned in the vicinity of the intersection of the longitudinal inner edge of the front and rear beams 10 in the installation region of the antivibration rubber 3 and the front end surfaces of the pair of flange portions 12. Yes. And the flange part 12 and the flange part 15 are joined by welding, a bolt, etc., and the lower frame 5B is assembled.
Other configurations are the same as those in the first embodiment.

In the third embodiment, the first folded portion 16 of the lateral beam 13B is orthogonal to the inner surface of the flange portion 12 so as to obliquely cross the position directly below the installation region of the vibration isolating rubber 3 in the opening of the front and rear beams 10. Therefore, the displacement in which the tip side of the upper flange portion 12 sinks downward is received on the tip side of the web portion 14 and the first folded portion 16.
Therefore, also in the third embodiment, the same effect as in the first embodiment can be obtained.
According to the third embodiment, since the second bending portion 17 is not required, the number of bending processes can be reduced, and the processing cost can be reduced.

Embodiment 4 FIG.
FIG. 8 is a perspective view of a main part for explaining a car room support structure in an elevator car frame according to Embodiment 4 of the present invention, and FIG. 9 shows a configuration of transverse beams in the elevator car frame according to Embodiment 4 of the present invention. It is a principal part perspective view shown.

  8 and 9, the horizontal beam 13C is formed by increasing the extension amount at both ends in the length direction of the upper flange portion 15 and bending the extension portion to the lower flange portion 15 side at a right angle. And a bent portion 18 as a reinforcing portion disposed so as to face the web portion 14. The lateral beam 13C is inserted in the end side in the length direction of the front and rear beams 10 and arranged parallel to each other with the U-shaped opening side of the cross section facing each other. The flange portion 12 is joined by welding, bolts or the like.

Here, the length W <b> 2 between the outer surface of the web portion 14 and the outer surface of the folded-back portion 18 substantially matches the length W <b> 1 of the antivibration rubber 3. The distance between the outer surfaces of the pair of flange portions 15, that is, the height H <b> 2 of the folded portion 18 substantially matches the distance H <b> 1 between the inner surfaces of the pair of flange portions 12. The folded portion 18 extends along the inner edge of the longitudinal direction of the front and rear beams 10 in the installation region of the vibration isolating rubber 3 between the pair of flange portions 12 and on the opening side of the pair of flange portions 12. It arrange | positions so that it may orthogonally cross with an inner surface.
Other configurations are the same as those in the first embodiment.

  In the lower frame 5 </ b> C configured as described above, the upper flange portion 15 is in contact with the upper flange portion 12 of the front and rear beams 10 over the entire region in the length direction of the anti-vibration rubber 3 at a position directly below the anti-vibration rubber 3. Yes. Therefore, the plate thickness of the upper flange portion 12 is substantially increased and the rigidity is increased, so that deformation of the upper flange portion 12 is suppressed. Further, the folded portion 18 has a flange portion along the inner edge portion in the longitudinal direction of the front and rear beams 10 in the installation region of the anti-vibration rubber 3 between the pair of flange portions 12 and on the opening side of the pair of flange portions 12. Since the upper flange portion 12 is disposed so as to be orthogonal to the inner surface of the upper flange portion 12, deformation of the upper flange portion 12 in FIG.

  Therefore, also in the fourth embodiment, it is not necessary to increase the plate thickness of the steel plates that are the materials of the front and rear beams 10 and 13C, the bending of the front and rear beams 10 and 13C is facilitated, and the cost is reduced. . Further, the front and rear beams 10 and the lateral beams 13C can be reduced in weight, that is, the car frame can be reduced in weight.

  Since the cross beam 13C can be produced by bending a steel plate punched into a shape in which the web portion 14, the pair of flange portions 15 and the folded portion 18 are developed on a plane, no special device is required, and the manufacturing cost is reduced. be able to. Further, since the folded portion 18 can be integrally formed in the process of manufacturing the cross beam 13C, it is not necessary to separately manufacture a reinforcing member, and an additional assembling process such as welding of the reinforcing member is not required, and the assembling property of the lower frame 5C is improved. In addition, it is possible to easily cope with a design change of the anti-vibration rubber 3.

  In the fourth embodiment, the amount of extension at both ends in the length direction of the upper flange portion of the horizontal beam is increased, and the extension portion is bent at right angles to the lower flange portion side to form a bent portion. However, the bent part is formed by increasing the amount of extension at both ends in the length direction of the lower flange part of the transverse beam, and bending the extended part at a right angle to the upper flange part side. Also good.

Embodiment 5 FIG.
FIG. 10 is a perspective view of a main part for explaining a car room support structure in an elevator car frame according to Embodiment 5 of the present invention, and FIG. 11 shows a configuration of a transverse beam in the elevator car frame according to Embodiment 5 of the present invention. It is a principal part perspective view shown.

10 and 11, in the horizontal beam 13D, the distance H3 between the outer surfaces of the pair of flange portions 15 is set so as to have a minimum beam cross section satisfying the design strength, and the first and second folded portions 16, 17 are provided. The height is lower than H2.
Other configurations are the same as those in the first embodiment.

In the lower frame 5D according to the fifth embodiment, the U-shaped body formed by the end portion of the web portion 14, the first folded portion 16 and the second folded portion 17 is the vibration isolating rubber 3 between the pair of flange portions 12. Is disposed so as to be orthogonal to the inner surface of the flange portion 12. Moreover, the 1st and 2nd folding | turning parts 16 and 17 can be produced by bending the web part 14 twice at right angles.
Therefore, also in the fifth embodiment, the same effect as in the first embodiment can be obtained.

  According to the fifth embodiment, in the horizontal beam 13D, the distance H3 between the outer wall surfaces of the pair of flange portions 15 is lower than the height H2 of the first and second folded portions 16, 17, so the horizontal beam 13D The weight of the car frame can be reduced, and the car frame can be further reduced in weight.

Embodiment 6 FIG.
FIG. 12 is a perspective view of a main part for explaining a car room support structure in an elevator car frame according to Embodiment 6 of the present invention, and FIG. 13 shows a configuration of a transverse beam in the elevator car frame according to Embodiment 6 of the present invention. It is a principal part perspective view shown.

12 and 13, the cross beam 13E includes a web portion 14, a pair of flange portions 15 formed by being bent at right angles from both ends in the width direction of the web portion 14, and the length of the pair of flange portions 15. And wide expansion portions 19 as reinforcing portions formed at both ends in the vertical direction. The lateral beam 13E has an end inserted into the end side of the front and rear beams 10, and the extended portion 19 is joined to the flange portion 12 by welding, bolts, or the like. Here, the distance H <b> 2 between the outer surfaces of the pair of flange portions 15 substantially matches the distance H <b> 1 between the inner surfaces of the pair of flange portions 12. The width W <b> 2 of the extended portion 19 substantially matches the length W <b> 1 of the vibration isolating rubber 3.
Other configurations are the same as those in the first embodiment.

  In the lower frame 5E according to the sixth embodiment, the wide extension portion 19 formed in the pair of flange portions 15 of the cross beam 13E has a flange portion at a position directly below the installation region of the vibration isolating rubber 3 between the pair of flange portions 12. 12 is disposed in contact with the inner surface of 12. Thereby, the plate | board thickness of the flange part 12 became thick over the whole region of the length W1 of the vibration-proof rubber 3, and since rigidity is improved, a deformation | transformation of the flange part 12 by the load of the cab 2 is suppressed.

  Therefore, also in this sixth embodiment, it is not necessary to increase the plate thickness of the steel plates that are the materials of the front and rear beams 10 and 13E, the bending of the front and rear beams 10 and 13E is facilitated, and the cost is reduced. . In addition, the front and rear beams 10 and the horizontal beams 13E can be reduced in weight, that is, the car frame can be reduced in weight.

  Since the cross beam 13E can be produced by bending a steel plate punched into a shape in which the web portion 14, the pair of flange portions 15 and the extended portion 19 are developed on a plane, no special device is required, and the manufacturing cost is reduced. be able to. Further, since the extended portion 19 can be integrally formed in the process of manufacturing the cross beam 13E, it is not necessary to separately manufacture a reinforcing member, and an additional assembling process such as welding of the reinforcing member is not required, and the assembling property of the lower frame 5E is improved. In addition, it is possible to easily cope with a design change of the anti-vibration rubber 3.

In the sixth embodiment, the width W2 portion of the extension portion has a predetermined length from the end of the cross beam with respect to the length direction of the cross beam. In this case, if the transverse beam length direction of the extension portion is too long, the weight of the transverse beam increases. Therefore, the length of the extension portion is preferably limited to about twice the width of the flange portion of the front and rear beams.
In Embodiment 6 described above, the extended portion is formed at the end portions of the pair of flange portions of the cross beam. However, the extended portion is formed only at the end portion of the upper flange portion of the cross beam that is subject to greater deformation. May be.

Embodiment 7 FIG.
FIG. 14 is a perspective view of the main part showing the configuration of the cross beams in the elevator car frame according to Embodiment 7 of the present invention.

In FIG. 14, the horizontal beam 13F is set such that the distance H3 between the outer surfaces of the pair of flange portions 15 has a minimum beam cross section that satisfies the design strength, and is lower than the distance H2 between the outer surfaces of the pair of extension portions 19. It has become.
Other configurations are the same as those in the sixth embodiment.

In the seventh embodiment, the extended portion 19 is disposed at a position directly below the anti-vibration rubber 3 between the pair of flange portions 12 so as to be in contact with the inner surface of the flange portion 12. The deformation of the part 12 is prevented.
Therefore, also in the seventh embodiment, the same effect as in the sixth embodiment can be obtained.

  According to the seventh embodiment, in the horizontal beam 13F, the distance H3 between the outer surfaces of the pair of flange portions 15 is lower than the distance H2 between the outer wall surfaces of the pair of extension portions 19, so the weight of the horizontal beam 13F is reduced. Is planned.

In each of the above embodiments, the pair of flange portions of the front and rear beams and the horizontal beam have the same width, but the pair of flange portions may have different widths. For example, the lower flange portion may be formed wider than the upper flange portion.
In each of the above embodiments, the anti-vibration rubber is installed at both ends in the longitudinal direction of the front and rear beams, but the anti-vibration rubber may be further installed at the center in the longitudinal direction of the front and rear beams. . In this case, the horizontal beams connect the center portions in the length direction of the pair of front and rear beams.

  1 car, 2 cab, 3 anti-vibration rubber (vibration isolation member), 4 car frame, 5, 5A, 5B, 5C, 5D, 5E lower frame, 6 upper frame, 7 vertical frame, 10 front and rear beams, 11 web Part, 12 flange part, 13, 13A, 13B, 13C, 13D, 13E, 13F transverse beam, 14 web part, 15 flange part, 16 first folded part (reinforcing part), 17 second folded part (reinforcing part), 18 Folded part (reinforcing part), 19 expansion part (reinforcing part).

Claims (3)

A lower frame for supporting the load of the cab via a vibration isolating member, an upper frame disposed on an upper part of the ceiling of the cab, and an upright disposed on both sides of the cab; In an elevator car frame comprising a vertical frame connecting the upper frame,
The bottom frame is
Each of the above-mentioned cages is constituted by a cage steel having a web portion for front and rear beams, and a pair of flange portions for front and rear beams formed by bending the web portions for front and rear beams in the same direction at right angles from both ends in the width direction. A pair of front and rear beams spaced apart in the width direction of the chamber, arranged parallel to each other so as to face the opening side, and the vibration isolating member installed on the outer surface of the upper front and rear beam flange portion;
Each of the cross beam is formed of a cross-section steel having a cross beam and a pair of cross beam flange portions formed at right angles from both ends of the cross beam in the width direction to the same side. A transverse beam that is inserted immediately below the vibration isolation member installation region in the opening of the front and rear beams and connects between the pair of front and rear beams,
Both end portions of the transverse beam inserted into the opening of the front and rear beams have a height that matches the distance between the inner surfaces of the pair of front and rear beam flange portions, and the length of the front and rear beams is reduced. It is configured to substantially overlap the entire area of the vibration member installation area,
The reinforcing portion is formed by bending from both ends in the length direction of the web portion for the cross beam or from the ends of both ends in the length direction of the flange portion for the cross beam, and the vibration isolating member is installed in the opening of the front and rear beams. An elevator car frame, wherein the elevator car frame is disposed at a position directly below the region so as to be orthogonal to the inner surface of the front and rear beam flange portion. A lower frame for supporting the load of the cab via a vibration isolating member, an upper frame disposed on an upper part of the ceiling of the cab, and an upright disposed on both sides of the cab; In an elevator car frame comprising a vertical frame connecting the upper frame,
The bottom frame is
Each of the above-mentioned cages is constituted by a cage steel having a web portion for front and rear beams, and a pair of flange portions for front and rear beams formed by bending the web portions for front and rear beams in the same direction at right angles from both ends in the width direction. A pair of front and rear beams spaced apart in the width direction of the chamber, arranged parallel to each other so as to face the opening side, and the vibration isolating member installed on the outer surface of the upper front and rear beam flange portion;
Each of the cross beam is formed of a cross-section steel having a cross beam and a pair of cross beam flange portions formed at right angles from both ends of the cross beam in the width direction to the same side. A transverse beam that is inserted immediately below the vibration isolation member installation region in the opening of the front and rear beams and connects between the pair of front and rear beams,
Both end portions of the transverse beam inserted into the opening of the front and rear beams have a height that matches the distance between the inner surfaces of the pair of front and rear beam flange portions, and the length of the front and rear beams is reduced. It is configured to substantially overlap the entire area of the vibration member installation area,
The reinforcing portion is configured by extending both end portions in the length direction of the upper side flange portion on the upper side in the width direction, and the length of the front and rear beams is positioned immediately below the vibration isolation member installation region in the opening of the front and rear beams. An elevator car frame, which is disposed so as to be in contact with the flange portion for the front and rear beams on the upper side in the vertical direction.   The height of both ends of the transverse beam inserted in the opening of the front and rear beams and the vicinity thereof coincides with the distance between the inner surfaces of the pair of flange portions for the front and rear beams, and between the vicinity of both ends of the transverse beam. 3. The elevator car frame according to claim 1, wherein the height of the part is lower than the height of both ends of the transverse beam and the vicinity thereof. 4.

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